GM LSJ passlock for Newby

[Speedytec]

Hi all,
I registered on this forum because I need some knowhow on the LSJ Engine.

The case: I have an Opel (=GM) Speedster with a standard 147PS 2,2 Ecotec engine. The Opel Speedster is a RWD aluminum/fiberglass Lotus Elise clone of ~850kg and can use a serious powerboost. That's why I purchased a LSJ engine from the states. Same block so it should slide right in. (It's a FWD arrangement mounted above the rear wheels...)
The LSJ looks in good shape and came with the complete engine harness and all sensors attached, but no PCM. (can get a Cobalt 12589320 PCM for $75,-)

I can use the supercharger onto my 2,2 and use an piggyback PCM (have an SMT6 lying around) to add extra fuel, but ideally I like to use the complete LSJ in my car and use the GM PCM with HP tuners to tune it properly. Problem then is the Passlock system... How can I solve this? The car is pretty basic but what ìs all needed to make the LSJ PCM work properly??
All info is welcome as this is difficult to find here in Europe...

Thxs,

Frank
Netherlands

(Edited: The European 2,2 runs on a Delco GMPT E15 and also uses some sort of passlock system with an electronic box on the steering collum and chip on the key. It also has a fly by wire throttle body and I know that the bigger LSJ and 2,4 ETB's work perfect on this 2,2 engine. Would be so nice if all GM systems talk the same language...)

[Caboose]

i think you need the matching BCM and PCM for the motor to work, there may be ways around that but im not sure how.

[raptors_67]

use a passlock bypass?

[socalsilverRL]

thank you for registering on our forum here in the US. We appreciate international interest in the Saturn Redline.

it sounds like your best bet would beto buy the GMPP supercharger kit for the L61... it comes with injectors, manifold, supercharger, and accesory belt.

BUT, the only thing ive noticed between the USDM Ecotecs, and the EDM Ecotecs is the flow layout of the head. So, if you have a good machinist, he may be able to make it work on your application.

Here in the states, we have the engine mounted transverse, with the crank pulley facing the right hand side of the car. And the intake flows through the head from the front of the engine bay, and out through the rear of the engine bay.

The EDM SAAB Ecotecs are reversed. So, the Intake is in the rear, and the exhaust is in the front. Which, affects manifold designs.

So, you may want to make sure anything you purchase for your motor will be compatible with your version of the Ecotec motor.

As people have said, if you are planing on a LSJ swap into your Speedster, you will also want to swap all of the electronic components as well.
Ecu
BCM
injectors
fuelpump
imobiliser control unit

then you can do a crank relearn, and a imobiliser relearn once everything is swapped in.

You might be able to save yourself a LOT of hassle by going to a well-known Standalone Engine Management System, if you want to save yourself from headache.

[Speedytec]

My Opel Speedster has an European 2,2 Ecotec, which is basically an L61 but with different management.
Attached some pics so you can see my ecotec's habitat.
You see that it is using the same transverse layout, only driving the rear wheels. (How do you like my engine access?)
The Saab head of the LSJ engine flows the same direction as the European 2,2's, and probably the same as all Ecotec's.

I already have a 2004 LSJ engine standing in my garage, with all sensors and engine loom. (Just missing the PCM...) I purchased it for the parts which I can use to SC my 2,2. It has been done and it fits into the speedster very well. But (proper) tuning is also a problem in the european 2,2 and all SC conversions are done with a piggyback system to deliver extra fuel. But standard PCM limits spark and rpm tuning... Not good.

Therefore I like to swap the whole LSJ. Better internals, better Saab head, direct coil-on plug sparks. Rev capability. (It's a sport roadster!!)
Only I need to find out exactly how the LSJ PCM is fused into the other car systems, and especially the passlock system...

My current european 2,2 GM computer (Delco GMPT E15) "talks" over 1 wire to my immobilizer (= VATS minus alarm) The OBM diagnostics plug (1 wire is used for engine diagnostics) is also wired to this immobilizer box and diagnoses from there with my engine over the same engine-immobilizer link-wire.

My hope is that GM uses the same protocol for their Ecotec PCM-passlock systems, so then a P12 LSJ PCM should be able to learn the new password from my current immobilizer unit.
(US spec E-throttlebody's also work with the european engine, so... What PCM is used for the L61?)

The rest of the car (instruments) is very basic and will run probably fine with the new PCM signals. (only RPM signal and engine temp is wired to instruments) A proper vehicle speed signal is provided by my ABS unit.

So: I NEED A WIRING DIAGRAM OF A P12 PCM.

(Standalone is my other option, but still searching for a payable system which supports my fly-by-wire TB.)

Thxs, any help is appreciated.

[LOCKDOWNLEGEND]

i just have to say it.......that car is nasty.

i wish i had one of those, rwd lsj. traction would finally exist.

[Speedytec]

Some more pics of the RWD Ecotec layout. And another nice "nasty" pic...
Google for "Opel Speedster" or the UK-spec "VX220". (Also lots of vids on youtube)

[socalsilverRL]

well, it looks and sounds like you have everything ready to go, you just have to figure out how to power the RPM and Coolant gauges (or go aftermarket).

If Wopontour was here he could prolly tell you the exact capacitor/resistor to put on the wires going from the Tach and Coolant Gauge.

Originally Posted by Speedytec

So: I NEED A WIRING DIAGRAM OF A P12 PCM.

I would send an e-mail to this guy:
wopontour@gmail.com
tell him we sent you. He might have some insight into the project.

[Speedytec]

Everything, except a proper engine management PCM...
I will drop him a mail,

Thxs.

[socalsilverRL]

^NP,man... stick around and keep us updated as to your progress. we always like to hear about other Ecotecs...